Typewriting machine



11 1945- J. J. KITTEL 2,383,257

TYPEWRITING' MACHINE Filed July 3, 1943 ll Sheets-Sheet l INVENTOR JOHN JTK/TTEL ATTORNEYS Aug. 21, 1945. J. J. KITTEL TYPEWRITING MACHINE Filed July 5, 1943 ll Sheets-Sheet 2 Aug. 21, 1945. J. J. KITTEL TYPEWRITING MACHINE Filed July 3,. 1943 ll Sheets-Sheet 3 Aug. 21; 1945. J. J. KITTEL 2,383,257

TYPEWRITING MACHINE Filed July 5, 1945 11 Sheets-Sheet 4 Q mmw w umm mm QM www 5N J. J. KITTEL TYPEWRITING MACHINE Aug. 21, 1945.

Filed July 3, 1943 ll Sheets-Sheet 5 IN VENTOR JOHN J: KITTEL 6 461504 4 3 ,4 4 ATTOR NEYS J. J. KITTEL TYPEWRI'I'ING MACHINE 7 6 5 t 2 e 8 3 2 a e h s l l Aug. 21, 1945.

Filed July 5, 1943 Aug. 21, 1945. J" J. KITI 'EL 2,383,257

TYPEWRITING' MACHINE FiIed July 5, 194:: 11 Sheeis-Sheet 7 A 4 @w En M4 m 7 1| ll L QM; E .1 W mun MW mm NH m .7 4 NINMo You M S Q N) 3 J 0 SQ hm HM w n mm v u. m mm Vw m Q. m w aw av MM: 4 M Q mm (\WQW Y B saw .NNN mNN WWW. 1 w Run Nwww H. wwm,

Aug. 21, 1945. J. J. KITTEL TYPEWRITING MACHINE Filed July 3, 1943 ll Sheets-Sheet 9 INVENTOR JOHN J: K/TTEL Mat; & ATTORNEYS RN HM ww mm mm N NE NQN Aug. 21, 1945. J. J. KITTEL TYPEWRITING MKCHINE Filed July 3, 1943 ll Sheets-Sheet 10' www s @w INVENTOR JOHN J. K/TTEL BY 7 ATTORNEYS {a Aug. 21, 1945. J. J. KITTEL TYPEWRITING MACHINE Filed July 3 1943 ll Sheets-Sheet 11 mm. m mJwm N H M 2 E m Patented Au 21, 1945 um'rso STATES PATENT OFFICE.

TYPEWRITING MACHINE John Joseph Kittei, St. Albans, N. Y., assignor to Royal Typewriter Company, Inc., New York,

N. Y.. a corporation of New York Application July 3, 1943, Serial No. 493,450

27 Claims. (01. 197 17) standard kind customarily embodied in manually operated typewriters that the power and control mechanism may be operatively associated with such other parts with a minimum of modification of the basic machine construction.

Another object is to provide a machine of the class referred to with improved power drive mechanism for actuating, under manual control, parts performing usual typewriter functions such as type bar or other type member operation, line spacing, carriage drive in both directions, back spacing, and case shifting.

Another object is to provide a typewriter or like machine of the character referred to in which the power for actuating or controlling the actuation of the parts performing some of these operating functions is transmitted through a fluid coupling having the property of cushioning the operating effort and reducing shock.

Another object is to provide a typewriter or like machine in which the type members are movable to typing position by power means such as springs and are piloted or controlled during at least part of their typing strokes by means operable independently of the power means.

Another object is to provide a construction of this kind in which the type member piloting means is driven through an impositive drive device, preferably a fluid coupling.

Another object is to provide atypewriting or like machine .in which the type members are moved to typing position by power means and are returned to normal position by other power means arranged to transmit drive through 'a fluid coupling.

Another object is to provide improved fluid drive mechanism for causing a typewriter carriage to perform letter spacing and return or back spacing movements.

Another object is to provide mechanism for effecting step-by-step back spacing of a typewriter carriage by power transmitted through an like machine in which the escapement mechanism for controlling the travelling carriage movements comprises two separate units operable selectively for effecting letter spacing and back spacing carriage movement respectively.

Another object is to provide a typewriter or like machine equipped with improved line spacing mechanism operable by power means such as a spring motor.

Another object is to provide line spacing mechanism of the kind referred to including resetting mean operable by power transmitted through an impositive drive device, for example a fluid coupling.

Another object is to provide a typewriter or like machine having case shifting mechanism including means for impositively transmitting shifting force or effort to a case shifting element for moving it to one of its positions.

Another object is to provide ease shifting mechanism of the character stated in which the effort for moving the shifting element to one of its positions is transmitted through a fluid coupling.

Another object is to provide an improved arrangement of drive connections for transmitting variable slip torque from the driving to the driven elements.

A further object is to provide an improved safety lock device for mechanism having one or more of.the characteristics referred to above.

Other objects will become apparent from a reading of the followin description, the appended claims, and the accompanying drawings, in which:

Figure 1 is a vertical cross sectional view of a typewriter embodying the invention, the section being taken fore and aft of the machine Figure 2 is a view mainly in elevation from the left side of the typewriter shownin Figure 1 with some parts being shown in section and showing especially line spacing mechanism, carriage returning mechanism, and back spacing mechaimpositive drive cushionin device, preferably a fluid coupling.

nismwith the parts being shown in their normal or atrest positions; some other parts including those for actuating the typing mechanism not being shown;

Figure 3 is a vertical section taken from end to end of the typewriter shown in Figures 1 and 2 with some parts broken away, others omitted, and others shown in elevation; I K

Figure 4 is a fragmentary horizontal section with some parts being shown in elevation and others being omitted;

Figure 5 is a detail vertical section on the line 5-5 of Figure 4 showing a bowl and ratchet one way-drive construction, drawn on an enlarged scale;

Figure 6 is a detail view in elevation showing a cam .roller ,detent mechanism as viewed when looking in the direction of the arrow 6 in Figure 4;

Figure 7 is a fragmentary enlarged vertical sectional view fore and aft of the machine and showing particularly the relationship between a carriage and fluid coupling for transmitting drive to the carriage. This view also illustrates line spacing mechanism, case shifting mechanism, and ribbon feeding connections shown intheir normal .or at rest positions;

Figure 8 is a perspective view of a rockable latch member formin part of the case shifting mechanism, and its pivotal mounting;

Figure 9 is an enlarged view partly in elevation and partly in vertical section, fore and aft of the machine, showing type bar actuating mechanism and a safety lock device associated with line locking mechanism;

Figure 10 is a fragmentary detail elevation on an enlarged scale showing the safety lock device;

Figure 11 is a fragmentary horizontal section on the line I ll I of Figure 9;

Figure 12 is a fragmentary view partly in elevation and partly in vertical section, fore and aft of the machine, showing case shift mechanism including a shiftable segment in lower case position;

Figure 13 is a fragmentary vertical sectional view taken end-to-end of the machine and showing parts of the case shift mechanism in lower case position;

Figure 14 is a fragmentary horizontal section- -al view substantially on the irregular lines 14-14 of Figure 12 and showing the parts in the same positions as are shown in Figure 12;

Figure 15 is a longitudinal horizontal section through planetary reversing gearing and a supplemental escapement mechanism conditioned for back spacing the typewriter carriage in stepby-step movements;

Figure 16 is a fragmentary side elevation of the mechanism shown in Figure 15 but with some parts being shown in section;

Figure 17 is a detail section on the line l1l| of Figure 15; i

' Figure 18 is an enlarged front elevation of drive reversing and, back spacing mechanism, showing the parts in the positions occupied when the carriage is to be back spaced in step-by-step increments;

Figure 19 is a view of the mechanism shown in Figure 18' but with other cooperating parts also a being illustrated, the-parts all being shown-in the normal positions they occupy when the machine is conditioned for driving the carriage in the letter spacing direction;

Figure 20 is a detail vertical section on the lin 20-20 of Figure 9 drawn on an enlarged scale and showing a cam mechanism for piloting type bars to typing position and for resetting them in inactive position;

Figure 21 is a front elevationalview of lin spacing mechanism with some parts being shown in section and all of the parts being shown in their active positions occupied during a line spacing operation;

Figure 22 is a front elevational view showing some of the parts illustrated in Figure 21, the parts being shown in the positions occupied Just after a line spacing operation has been effected;

, Figure 23 is a diagrammatic plan view of a modified construction in which a spring motor isprovided for driving the carriage in the letter spacing direction and for. supplying power for operating other typewriter parts, such as the typing mechanism; and

Figure 24 is a diagrammatic illustration of amodified construction in which a fluid coupling is interposed between the reversing gearing and the carriage driving gears.

a Enaonmmzr Snown m FIGURES 1 to 22 INCLUSIVE Introduction The invention iscapable of being embodied in typewriting machines of various kinds. For the Purposes of illustration it is shown in connection with atypewriter the general construction and arrangement of many of the parts of which conform to the well known Royal Standard typewriter construction.

The typewriter illustrated comprises a main frame A mounted on which is a bottom rail I cooperable with a top rail 2 and interposed balls 3 for supporting a carriage B for letter spacing and return movements. A cylindrical platen member C is mounted on the carriage for travel therewith and for rotation thereon for line spacing purposes in the usual manner.

When the machine is conditioned for operation,

the carriage B is urged to move in the letter spacing direction under the control of an escapement mechanism unit generally designated D. The escapement mechanism comprises a fixed frame 6 which pivotally mounts a rocker '1 carrying a fixed dog 8 and a pivoted dog 9 cooperable in the usual manner with an escapement wheel Ill The wheel ill is connected through a pawl l0 (Figures 1, 7 and 9) to a pinion II normally in mesh with an escapement rack l2 mounted on the carriage. A universal frame l3 includes arms l4 pivoted at l5l5 on a frame mounted bracket IS. The universal frame is urgedrearwardly by a spring I! and includes a universal bar [8 adapted to be pulled forwardly upon the depression of one of the usual key levers orthe arms 2| (Figures 1 and 9) is connected by a link 2 I" to the universal frame I3.

The escapement rack I2 is mounted on a bail 22 which is pivoted as at 23 on the carriage end plates 24 and 25. Springs 26 respectively interposed between the carriage end plates and rearwardly extendin arms 21 integral with the bail 22 normally hold the rack I2 down in engagement with the escapement pinion II. For permitting tabulating movements of the carriage B, the bail 22 and the rack l2 are rocked clockwise as viewed in Figure 1 by a tabulating rack lift lever 28 pivoted on the main frame as at 29 and being formed with an ear 30 engageable with the bail 22 in the usual manner. The carriage is equipped with atabular stop frame 3| mounting. a plurality of key-settable stops, one of which [is shown at 32 in Figure 1, they stops 32 being adapted to cooperate with a frame mounted stop finger 33. Operating connection between the stop finger 33 and the tabulating key lever, a portion of which is shown at in Figure 1, include a link 35, the remainder of such connections being of known construction as shown for example in the patent to Lewis G. Myers, No. 2,209,279, granted July 23, 1940.

The travel of the carriage in letter spacing and return directions is, limited respectively by margin stops 36 and 31 mounted on a margin stop bar 38 and being cooperable with a center stop 39 (see Figures 9 and 23). When the carriage approaches the end of its travel to the left in the letter spacing direction, the margin stop 36 operates a line lock lever 40 so that when the carriage is brought to rest by the center stop 38 the key levers cannot be operated. The line lock lever 4c is pivoted as at M on the center stop 39 and is formed with a downwardly extending arm 42, the lower end of which is connected by a link 43 to one arm 44 of a lever 45 pivoted as at 46 on frame brackets 41 (see Figures 9 and 11). A spring is interposed between the lever arm 44 and a frame mounted ear 49 urges the lever 45 and line lock lever 40 to non-line locking position, movement of the parts under the urge of the spring 48 being limited by engagement of a '3 ly connected at 14 to the rock arm 12 and is pivotally connected at 15 to a crank arm 16 pivoted as at I! on a carriage mounted bracket General description In accordance with the present invention, power operated mechanism controlled by manually operable keys supplies the effort for the performance of the usual typewriting machine operations, i. e. letter spacing and return travel driving of the carriage, actuation of the type bars,

. case shifting, back spacing and tabulating movestop projection 50 on the lever 45 with the frame A. Another arm 44 of the lever 45 is connected by a link 5| to a key lever blocking device, which in the form shown comprises a line lock plate 52 pivoted as at 53.

The usual case shift member, in the form shown a type bar segment E, is mounted for vertical shifting on the frame A and is equipped with a pivot wire 54 which mounts the usual complement of type bar members, one of which is shown at 55. Each type member 55 is formed with a short arm 56 connected by a link 51 to an intermediate lever 58 pivoted as at 59 on the key lever bracket 60 carried by the frame A. The bracket 80 also mounts the key levers 6| which are pivoted on a fulcrum shaft 32 and are urged upwardly against a stop 63 by returning springs 64. Each key device BI is connected by a link 65 to a front lever 66 pivoted as at 61 on the frame A. The type bars 55 normally and when in inactive position are supported at their free ends by a head rest 68.

In the conventional Royal Standard construction, as for example the construction shown in the patent to Henry J. Hart, No. 2,202,451 grantedMay 28, 1940, each of the front levers 66 is connected by a link to an associated intermediate lever 58 so that upon depression of a key lever, manually applied force is transmitted to the type bar for moving it to printing position.

As is pointed out hereinafter, a feature of the present invention consists in utilizing depression of a. key lever for disabling a restrainingdevice so as to permit power operable means to apply the effort for moving the type bar to printing position.

It will be understood that a key lever 8|, the

type bar 55 and associated parts shown in the drawings arerepresentative of each of the plurality of type bar actions and associated key mechanism although only one complete type bar action is shown. The description, of one complete type bar action is intended to serve as a description of the other type bar actions.

For rotating the platen C to effect line spacing, a ratchet wheel 69 fast with the platenis adapted to be moved by a spring urged pawl 10 pivoted as at 1| on a rock arm 12journaled 0n the platen shaft (see Figure 2). A thrust link 13 is pivotalment of the carriage, and line spacing movement of the platen. In the embodiment shown in Figures 1 to 22 inclusive, a prime mover F, preferably an electric driving motor, transmits cushioned power through a fluid coupling slip or impositive drive device G for normally urging the carriage B in the letter spacing direction under the control of the escapement mechanism D.

Each type bar action is loaded by power means comprising a spring I9 which urges the associated type bar to move to printingposition but which normally is prevented from acting by restraining mechanism H. Means are provided for individually releasing the restraining mechanism H associated with each key lever and type bar in response to operation of that key lever and movement of the carriage in the letter spacing direction. A

Returning of the carriage B to line starting position is effected by transmitting drive from the motor F through reversing gearing generally designated I controlled by a carriage return lever 80.

Back spacing of the carriage through distances corresponding to a predetermined small number of letter spacing increments is effected by driving the carriage through the reversing gearing I under control of a separate back spacing escapement mechanism unit J whichin'turn is controlled by a back space key lever 8|.

Normally the type bar segment E is held in its upper position 'by mechanism generally desig nated K which is adapted to be released in response to depression of a shift key lever 82 for permitting the segment to be moved downwardly by gravity. The segment E is restored to its upper position by lifting mechanism generally designated L operated from the motor F under control of a shift release or reset key lever 83.

-The line spacing crank arm 16 is adapted to be rocked by spring powered mechanism M (see Figure 21) under the control of the carriage housing 86 of the reversing gear I. The shaft 84 turns in the direction of the arrows 81 (Figures 2, 3, and 16) and transmits drive through the reversing gear I to a chain gear 88 which is driven in the direction of the arrow 89 for effecting carriage letter spacing travel and in the direction of the arrow 90 for returning or back-spacin the carriage (see Figure 3).

The chain gear 88 drives a chain 9I which in turn drives a chain gear 92 fast on a shaft 33 journaled at one end as at 94 in a frame bracket 95. Adjacent its other end the shaft is connected at 96 to the propeller element 9'! of the kinetic type fluid coupling G which may be of the kind disclosed in the patent to John J. Kittel No. 2,279,141 granted April '7. 1942- The uplin runner element 98 houses the propeller 91 and the fluid 99 (see Figure 7), and is formed with hubs I and IOI journaled respectively in bearings I02 and I03 carried by the bracket 95. The end of the shaft 93 adjacent the coupling G is journaled by bearings I04 interposed between the shaft 83 and the hubs I00 and MI. seal I05 prevents escape of fluid past the hub IOI A gear I06 secured as at I01 to the runner hub I00 meshes with a rack I 08 mounted on the carriage end plates by brackets I09 and I I0 (Figures 1, 2, and 3). v

In operation, when the machine is conditioned for the typing of a line, the motor F drives the coupling propeller 91 through the reversing gearing I in a direction tending to transmit drive planetary gears I29 have fourteen teeth and mesh with the sun gear II5 having twenty-two teeth, the planetary gears I30 have twelve teeth and mesh with the sun gear I2I having twentyfour teeth, and the planetary gears I3I have sixteen teeth and mesh with the sun gear I havin twenty teeth. The relation of the pitch diameters of the gears H5, H1, I2I, I29, I30, and

-I3I is the same as the relation of the numbers of teeth in thegears. The worm wheel I24 is in mesh with a worm I32 fast on the motor driven shaft 84, which is the input shaft of the reversing gearing I.

A bellows through the fluid 99 to rotate the runner 98 and gear I06 and move the rack I08 and carria e B in the letter spacing direction. The carriage can be held at rest by the escapement mechanism D because of the impositive drive characteristics of the fluid coupling G. Whenever the escapement mechanism is operated so as to release the carriage for letter spacing travel, the fluid-trans- ,mitted effort becomes effective'for advancing the carriage. When the carriage is brought to rest by the escapement mechanism, the cushioning effect provided by the fluid coupling G' prevents the occurrence of any undesirable shock or strain. During letter spacing operation the chain gear 88 is driven in the direction of the arrow 89 (Figure 3).

For returning or back spacing the carriage, the gearing I is set to cause the chain gear 88 to rotate in the direction of the arrow 90 (Figure 3). This will drive the propeller 91 of the coupling G in the opposite direction, thereby reversing the direction of rotation of the gear I06 and driving the rack I08 and carriage in the reverse or return direction.

The reversing gearing I comprises a planetary transmission' enclosed within the housing 86 which is formed with aligned bearings III and H2 (Figure 15). A hollow output shaft 3.

journaled in the bearing III has the chain gear In operation, the worm wheel I24 and carrier flange I26 are rotated constantly to move the sets of planet gears I 29, I30, and I3I around the sun gears IIIi, I2I, and III with which they mesh constantly. The direction of rotation of the sun gear H5 and hence the'direction of rotation of the chain gear 88 depends upon which of the sun gears III and I2I is held stationary. The brake drum I22 which is connected to the sun gear I2I by the shaft I20 is normally held stationary by a releasable brake bank I33 whereas the brake drum II8 connected to the sun gear III by the shaft I I 6 is normally free to turn. Thus when the machine is conditioned for the typing of a line,

the sun gear I2I is held stationary and the tion of the arrow 89 (Figure 3), that is counterclockwise as viewed from the front of the machine, thus tending to drive the carriage in the letter spacing direction.

In order to back space or retum the carriage to line starting position, the brake band I33 is released from the drum I22.and abrake band I34 is applied to the drum II8 to hold it and the sun Journaledwlthin the hollow shafts I I3 and H8 is a shaft I20 equipped with a sun gear I 2I disposed between the sun gears II5 and II I and having twenty-four teeth. A brake drum I22 is secured to the shaft I20 by a set screw I23.

A worm wheel I24 is formed with a hub I25 journaled on the hollow shaft I I0. Integral with gear II 1 against rotation. .With the planetary gearing conditioned in this manner, the gears will be driven inthe direction indicated by the arrows I line starting position or for back spacing it under the control of the separate escapement -mecha-,

nism J to be described later.

The mechanism for operating the brake bands I33 and I34 is shown in Figures 2, 15, 16, 18, 19,

21, and 22. The endsof the brake band I33 are connected respectively to pins I 35 and I 36 carried by levers I31 and I38 both pivoted as at I39 on a bracket I40. A spring "I connected between arms I42 and I43 respectively on the levers I31 and I38 urges the levers to rock in opposite directions for yieldably holding the brake band I33 in contact with the drum I22 so as normally to condition the gearing I to transmit letter spacing drive to the carriage. Mechanism for releasing the brake band I38 from the drum I22 includes a double acting cam plate I44 secured to a rock shaft I45 journaled on the bracket I40 and being disposed between the levers I31 and I38. A rock the hub I25 is a carrier flange I2B on which are mounted planetary gear shafts I21,supported also by a ring or arbor I28. Mounted on each shaft I2! is a set of planetary gears I29, I30 and I3I secured together to rotate in unison. The

lever I46 fixed to the shaft I45 is equipped with a shouldered screw I" which is received in a slot I48 in a vertically movable member I49. The member I48 is connected to the carriage return lever by means'of a link I50.

- In operation, when thecarriage return lever 80 is depressed the link I50 and member I49 are raised, the bottom wall of the slot I48 thereby being pressed upwardly against the screw I41 to rock the lever I45 counterclockwise as viewed in Figure 19. This will rock the cam plate I 44 to the position shown in Figure 22 so as to rock the levers I31 and I38 against the urge of the spring I, thereby movingthe brake band I33 out of engagement with the drum I22.

Depressing of the carriage return lever 80 also serves to apply the brake band I34 to the brake drum H8. The ends of the brake band I34 are connected by springs II to an arm I52 fixed to a shaft I53 pivoted on the bracket I45. Theshaft I53 also carries a short arm I54 equipped with a roller I55 which normally is engaged by a shoe I55 at the top of the vertically movable member I49. In operation, when the carriage return lever' 80 is depressed and the vertically reciprocable v member I49 islraised to ,release the brake band I33 in the manner previously described, the shoe |55 will push upwardly on the roller I55 so as to rock the arm I52 clockwise from the position shown in Figure 19 to theposition shown in Fi ure 18, thereby tensioning the springs I5I and applying the brake band I34 to the drum II8. As

previously stated, the releasing, of the band I33 from the drum I22 and the application of the band I34 to the drum II8 causes the chain gea 88 'to revolve in the direction indicated by the arrow 90 (Figure 3) for driving the carriage in the return direction. Whenthe lever is released, it will be returnedto its inactive position by a' spring 85 The brake operating mechanism includes other parts for operating the brake bands I33 and I34 during step-b'y-step back spacing of the carriage. The arrangement and operation of these other parts will be described hereinafter.

Typing mechanism The mechanism for operating and for controlling the operation of the type bars 55 is similar in some respects to mechanism disclosedin the copending application of John J. Kittel, Serial No. 493,449, filed July 3, 1943. In accordance with the present invention the depressing of akey lever 5| is not made effective for applying manually exerted force formoving the type bar 55 on its printing stroke, but is utilized for releasing the restraint on a spring 19 connected between theintermediate lever 58 and an adjusting plate I51 pivoted as at I58 on the frame A. When released, the spring 19 contracts and rocks the lever 58 'counterclockwise, thereby swinging the type bar 55 to printing position.

Depending from a curved slot I59 in the lever 58 is a link I55 pivoted at its lower end to a cam follower lever I5I in turn pivoted as at I52 on the frame A. The lever I5I is equipped with an anti-friction roller I53 which normally is held supporting plate I10'is urged by a spring I anchored on a stud I15 into contact with a detent wheel I11 secured to the cam shaft I59 by a set screw I11 for yieldably maintaining the cam I58 with the crest of a lobe I51 directly above the roller I53. Thus. both the bar lock keeper I and the cam I59 normally prevent rising of the roller I53 and therefore normally restrain the lever 58 from being rocked by the spring 19. In order to discontinue the restraint of both the keeper I55 and the piloting and. re-

setting member I58 and permit the spring 19 to contract and drive the type bar to printing position it is necessary to displace the restraining face I54 of the keeper I55 from above the roller I53 and also to rotate the cam I58 so as to allow the roller to move into the depression between two cam lobes I51.

The bar lock keeper I55 is adapted to be rocked upon depression of the associated key 5| for displacing the restraining face I54 from above the roller I53. For this purpose an arm I18 on the keeper I55 is connected by a link I18 to the key operated lever 55. Thus. upon depression of the key 5|, the link 55 will rock the lever 55 clockwise to pull on the. link I18 and rock the keeper I55 counterclockwise. thereby moving the keeper face I54 away from the roller Thereafter, to enable the spring 19 to actuate the lever 58, link 5'1 and type bar 55, the cam I58- ried by the adjusting plate I51 and having its end engaging a fixed part of the frame A. If the screw I19 is turned to rock the adjusting plate I51 clockwise as viewed in Figures 1 and v9, the springs 19 associated with the respective type bars will be subjected to additional tension so as to be capable of swingingthe type bars 55 into printing position with more force. Adjustment of the tension of the springs 19 is accompanied.

by a variation in the force required to depress the key levers 5|, thus requiring a heavier touch to effect operation of a type bar. This is because additional tensioning of the springs 19 causes the rollers I53 to be held against the keepers N55 with greater force, thereby requiring additional manually applied effort for moving the keepers I55. from engagement with the rollers I53. 1

For operating the escapement mechanism D in response to the depression of a key lever 5|,

"a supplemental universal bar I85 is pivoted at 155 and is engaged by projections |8| formed respectively on the bar keepers I55. An arm I82 on the supplemental universal bar I88 is connected to the escapement frame I3 by a pull rod I83 having its rear end hooked at I84 to embrace the rod I8 on the universal frame I3. Thus,

when a key lever 5| is depressed, the associated keeper I55 is swung counterclockwise from the position shown in Figure l to the position shown in Figure 9, thereby rocking the supplemental universal bar. I89 counterclockwise and swinging the universal frame I3 clockwise to actuate the escapement mechanism. When the key lever is released, the springs I1 and 54 will contract to "driving mechanism and the camshaft I 69 include a gear I84 secured to the front end of a shaft I85 and meshing with the carriage driving gear I06. A gear I86 secured to the rear end of the shaft I85 meshes with a gear I81 rotatable on a shaft I88 and meshing with a gear I89 fast on a shaft I90 journaled as at I9I and I92 (Figures 2, 4, and 16). A sleeve I93 freely rotatable 'on the shaft I90 is fast with a ratchet wheel I94 engageable by a pawl I95 carried on an arm I96 fast with the shaft I 90. A spring I91 urges the pawl I95 into operative engagement with the ratchet wheel I94. A spiral gear I98 fast with the sleeve I93 meshes with a spiral gear I99 secured to the cam shaft I69. When the carriage moves in the letter spacing direction, the gears I06, I64, I86, I81, and I69 rotate the ratchet shaft I90 in the direction of the arrow 200 (Figure and move the one way drive device I94- I95 and sleeve I93 through one-eighth of a complete revolution for each single letter spacing movement of the carriage. Drive is transmitted from the sleeve I93 through the spiral gears I98 and I99 to rotate the cam shaft I69 also through one-eighth of a revolution for each letter spacing increment of the carriage movement.

In operation, and with the parts positioned as shown in Figure 1, each type bar actuating spring 19 is restrained 'by engagement of the. associated roller I 63 with a lobe I61 and with the associated keeper restraining face I64. When a key lever 6| i depressed, the associated keeper I65 is swung to the-position shown in Figure 9, thereby rocking the supplemental universal bar I60 and operating the escapement mechanism D in the manner previously described. When the carriage moves in response to operation of the escapement mechanism the cam shaft I69 is rotated as explained above. As the cam lobe I61 which was in contact with the roller I63 prior to operation of the key lever 6| moves from above the roller 63, a cam depression will be presented above the'roller I63 and the roller will be enalbled to ris so as to permit the spring 19 to move the type bar 55 to printing position, the retreating cam lobe piloting the type bar to typing position. The type bar will reach printing position when the cam shaft has moved through one-sixteenth of a revolution, the parts then being positioned as shown in Figure 9. During the next one-sixteenth of a revolution of the cam shaft I69, the'next or following cam lobe I61 will-engage the roller I 63 so as to move the arm I6I downwardly, thereby restoring the type bar 55 to its position of rest, reloading the spring 19, and enabling the restraining face. |64 of the keeper I65 to move over the roller I63. The parts then will have been returned to the positions shown in Figure 1 and the escapement mechanism D will have arrested the carriage and the cam shaft I69.

As shown in Figure 9, the shape and size of the cam I68, the mounting of the type member 55,

. and the connections between the roller I63 and the type member 55 are so interrelated that the .roller I63 is out of contact with the cam I68 whenthe type member 55 reaches typing position. Thus the cam 1661s effective for restraining or piloting the type member during part of I the stroke. Consequently the adjusment of the spring 19 can be effective for varying the force of the type impact.

In the event it is necessary for a service man to perform a type bar aligning operation, requiring the manual raising and holding of individual type bars in or near printing position, the cam shaft I69 is set to position depressions between cam lobes I61 of each cam I68 directly above the rollers I63 associated with the respective type bars 55. For setting the cam shaft I 69 in this position, the set screw I11 is loosened and the detent wheel I11 is slid to the left, a viewed-in Figure 4, and is turned together with the cam shaft 69 until a pin I'I'I on the detent wheel enters a hole I11 in the supporting plate I10. The 'settable means |11"|11 will position the cams I68 with cam depressions immediately below the rollers I63 as shown in Figure 9, that is with the cams displaced angularly one-sixteenth of a revolution from the normal position shown in Figure 1. Any type bar\55 may then be manipulated by hand after releasing the associated bar lock keeper I65 by depressing the key lever 6|.

Back spacing mechanism Back spacing of the carriage through incre- 8| which reverses the drive through the planetary gearing I and operates the separate back spacing escapement unit J for causing the back spacing movement to take place step-by-step. one step for each depressing of the lever 8|. The lever 8| is secured as at 20| to a shaft 202 rockaJble in a bracket bearing 203 and a pilot bearing 204 in the key lever fulcrum shaft 62 (Figures 15 and 19). An arm 205 f a two-armedlever 206 secured to the shaft 202 has pin and slot connection at 201 to a-lever 208 pivoted as at 209 to the bracket I 40. A link 2 I0 is pivoted at its lower end to the lever 208 and at its upper end is pivoted to a frame 2 rockable on the camshaft I45 and comprising plates 2" and 2| I connected by a stake 2| I. A shouldered screw 2I2 mounted on the plate 2| I extends through a slot 2| 3 in a link 2|4 pivoted as at 2|5 to an arm 2|6'fast on the shaft I 59. A pin I46 secured to the lever I46 extends under the rockframe plate 2| I", so that when the frame 2| I is rocked counterclockwise the lever I46 also will be rocked.

In operation. depress ng of the backspacing lever8| rocks the shaft 202 clockwise as viewed in Figure 16 so as to rock the levers-206 and 200 and pull down on the link 2I0, thereby rockingthe frame 2 counterclockwise as viewed in Figure 19-. This pulls on the link 2 I4 to rock the shaft I53 and the arm I52 from the position shown in Figure 19 to the positionshown in Figure 18, thereby applying the brake band I 34 to the brake drum 8. 'I'helrocking of the frame 2 also rocks the lever I46, the shaft I45, and the cam I 44 to the positions shown in Figure 18 so as to release the brake band I33 from the brake drum I 22. As previously explained, releasing of the brake'band' 33 and applying of the brake band I34 conditions the planetary transmission I to direction at which time the shaft I90 will be ro-.

, tated in the direction of the arrows 2" in Figure 16.

The escapement mechanism J for causing the back spacing movement to be carried out in stepbystep increments includes two escapement wheels 218 and 219 both fixed to a sleeve 228 which is slidable on and normally rotatable relatively to the shaft 198. A disc member 221 fixed to the shaft 198 is equipp d with a in 222 projecting toward but normally being out of ensagement with the adjacent escapement wheel 218, as shown in Figures 2 and 4. A spring 223 interposed between the root of a counter bore in the hub of the disc 221 and the sleeve 228 urges the wheels 218 and 21.9 away from the disc 221 so as to maintain the mechanism J normally disabled; but is yieldable to permit the sleeve 228 to be moved to the position shown in Figures and 16 wherein the pin 222 extends between two adjacent teeth 224 on the wheel 218. In this position the pin 222 couples the disc 221 and shaft 198 to the escapement wheels 218 and 219.

Mechanism is provided for moving the escapement wheels 218 and 219 to the position shown in Figures 15 and 16 in response to the depressing couple them to the pin 222, disc 221, and shaft As shown in Figure 19 the teeth 224 on the wheel 218 are staggered with respect to the teeth 231 on the escapement wheel 219. ,The staggered teeth are cooperable with a fixed pin stop 232 and a limbered dog 233 in a manner to permit step rotational movement of the escapement wheels 218 and 219 each time the escapement wheels move axially from the normal positions shown in Figures 2 and 4 to the operating positions shown in Figures 15 and 16 and then back to the normal positions.

In operation, depressing of the back spacin lever 81 first couples the escapement wheel 218 to the disc 221 and shaft 198 and reverses the drive through the gearing I soas to urge the carriage to travel in the reverse direction. However,

.as compared to thespring 248, has one end the escapement wheels are held stato-nary, the

shaft 198 cannot rotate, and the carriage is held stationary until'the escapement wheels 218 and 219 have been moved completely to the positions shown in Figures 15 and 16 and then returnedto the positions shown in Figures 2 and 4. During corresponding to a plurality of letter space incre-.

ments by depressing the back space lever 81 repeatedly, each depressing operation bringing about the same sequence of operations of the reversin gear mechanism 1 and'the escapement mechanism J.

Line spacing mechanism Rotation of the platen C for line spacing is effected by operation of a normally restrained spring which is adapted to be rendered active by depressing the carriage return lever 88. A flexible pull band 234 has one of its ends wound partially around and connected at 235 to a. drum 236 fast to an actuating drum 242. The drum 242 is jour-v naled as at 2 44 on one arm 245 of a three-armed lever element 246 pivoted on the shaft 188. A spring 241 housed within the drum 242 constantly urges the drum to rotate in a direction to take up slack in. the band 234 but is not strong enough to actuate the line spacing mechanism against the urge of its returning spring '16 (Figure 23).

The three-armed lever 246 is urged counterclockwise as viewed in Figures 3 and 21 by a power device comprising a strong motor spring 248 connected between an. arm 249 of the lever 246 and a post 258-on the bracket 95. Normally the three-armed lever 246 is in the position shown in Figure 3 which shows it displaced clockwise from the position shown in Figure 21. For releas-. ably restraining the lever 246 in this position an arm 251 on the lever'is equipped with a cam follower roller 252 adapted to be held up by a retainer 253 fast with a bail 254 pivoted as at 255 on a bracket 256 and as at 251 on a bracket 258 (see Figure 15). A spring 259 (see Figure 19) interposed between a stud 268 on the bail and a stud 261 on the frame yieldably holds the bail with the retainer 253 under the roller 252, thereby preventing the spring 248 from rocking the three-armed lever-246 to the position shown in Figure 21.

An arm 262 pivoted on the shaft 188 is provided at its upper end with a brake shoe 263 normally disengaged from'but being adapted to enanchored in a selected one of three holes 266 in the arm 262 and has its other end connected to .the post 258. The spring 265 urges th arm 262 clockwise as viewed in Figures 3 and 21, the movement of the arm. 262 by the spring 265 beinglimited by engagement of a stop projection 261' on the arm with the bracket 258.

In operation, the three-armed lever 246 and brake arm 262 normally will be in the positions shown in Figure 3, the brake shoe member 263 being out of engagement with th brake drum 264. The drum 242 can rotate freely to pay out or take up the band 234 while the carriage travels, and the operating connections between the platen member 0 and the spring motor movable element 246 are therefore disabled.

Mechanism is provided for withdrawing the retainer 253 in response to depressing of the car- I riage return lever 88 so as to remove the restraint on the spring 248 and enable it to rock the threearmed lever 246 to the position shown in Figure 21. During the first part of such rocking movement, the brake drum 264 engages the brake shoe 263 so that the drum 242 is locked against rotation. The lever 246 is then rocked further by the spring 248 as is permitted by yielding of the spring 265 and correspondin rocking of the brake arm 262. The drum 242 is thus held against rotation while. being moved bodily, and the band 234 is pulled so as to rotate the drum 236 and actuate the line spacing crank arm '16.

The mechanism for displacing the retainer 253 from under the roller 252 includes a latch dog 268 pivoted as at 269 on the vertically movable member I49. The pivot 269 also serves to ,connect the lower end of the member I49 to an arm 269 which is free to rotate on the shaft I90, thus guiding the member I49 and preventing it from being displaced laterally. The latch dog 268 is provided with a hook element 210 detachably engaged with a pin element 2" on an arm 212 integral with the bail 254. The dog 268 is formed with a cam face 213 adapted to engage a pin 214 adjustably mounted on the bracket 256, 'The arrangement is such that when the member 549 and dog 268 are raised the cam face 213 will be displaced by the pin 214 to rock the dog 268 and disengage the hook element 210 from the pin element 21 I.

In operation, when the carriage return key 80 is depressed and the member I49 is raised in the manner previously described, the first part of the upward movement of the dog 268 will lift the pin 21I to rock th bail 254 and displace the retainer 253 from underneath the roller 252. This will enable the spring 248 to rock the threearmed lever 246, engage the brake drum 264 with the brake shoe 263, and Pull on the band 234 to rock the line-spacing crank arm 16. In response to further depression of the key 80, the dog 268 continues to rise, causing it to be unhooked from the pin 21I by the action of the pin 214 on the dog cam face 213. At this time the bail spring 259 is urging the bail to move and return the retainer 253 to its normal position but the retainer is disposed alongside the roller 252 as shown in Figure 21, and rocking of the bail back to normal position is blocked.

Mechanism driven by the motor F and operaable in response to carriage return travel is provided forresetting the. three-armed lever 246 in its normal position to enable the line spacing returning spring 16 to return the crank arm 16 and to enable the bail spring 259 to move the retainer 253 back under the roller 252. A resetting.

cam 215 fast with the shaft I96 is positioned under the roller 252..- When the carriage return key 86 is depressed it not only rocks the bail 254 but also starts reverse rotation of the shaft I96 for driving the carriage in the return direction. At this time the cam 215 will revolve in the direction indicated by the arrows 216 in Figure 21 and 22. When the roller 252 was released by displacement of the retainer 253, the roller descended into a depression on the resetting cam'215. When the next cam rise passes under the roller 252 the 16 to restore the line spacing crank arm 16 to its 215 and retainer 253 have acted in succession to return the roller 252 and arm 246 to their normal positions, thereby enabling the returning spring normal position.

It should be noted that travel of the carriage in the return direction effected by depressing the back spacing lever 8I will not cause operation of the line spacing mechanism. This is because operation of the back spacing lever 8| rocks thebrake cam shaft I45 and the lever I46 through connections independent of the vertically movable member I49. The screw I41 on the lever I46 merelymoves idly in the slot I48 of the member I 49 so that the latter is not raised and the line spacing mechanism is not affected. Operation of the carriage return lever 80 will rock the lever I46 as previously explained but this will not affeet the backspacing escapement mechanism J because the pin I46 on the lever I46 can move idly away from the rock frame plate 2| I It will be seen that theconnections between the power spring 248 and the line spacing pull band Case shifting mechanism The case shifting segment member E is biased to a lower position by its own weight but normally is held in its upper position for the typing of roller will be picked up and moved substantially to the position shown in Figure 22. The roller will then have been positioned at a level high enough to enable the bail spring 259 to move the retainer 253 in under the roller by imparting to the roller a slight further upward movement This will move the roller clear of the resetting cam 215 so that during continued rotation of the cam throughout the carriage returning operation the cam will not engage the roller 252.

When the carriage return' movement has been completed the key 86 will be released and the member I49 will descend, permitting the dog cam face 213 to pass below the pin 2.14. A spring 211 interposed between a pin 218 on the member I49 anda shortarm 219 on the dog 268 will then return the hook 216 into detachable engagement with the bail pin 21 I. r

Figure 21 shows the positions of the parts just after the spring 248 has rocked the three-armed lever 246 to pull the band 234 and actuate the line spacing crank arm 16; Figure 22 shows the positions of the parts just after the resetting cam small letters by the releasable means K including two links 286 pivoted to the segment as at 28I and pivoted as at 282 to a shift frame generally designated 283. The shift frame 283 comprises arms 284 and 285 connected by a tie rod 286 and respectively being fitted with pintles- 281 and 288 journaled in frame bearings 289 and 290. The shift frame arm 284 is formed with a vertical extension 29I equipped with a, cam follower roller 292 normally engaged by the cam end 293 of a secondary release latch or interponent 294 pivoted on the tie rod I 66 and on a shouldered screw 295 (see Figures 13 and 14) extending through the mounting plate I" and into the tie rod I66.

The interponent latch 294 comprises spaced arms 296 and 291 connected by a cross bar 298, and an extension 299 on the arm 291. A spring I 300 interposed between the extension 299 and a post 30I on the mounting plate I" urges the latch 294 to rock clockwise from the normal position shown in Figure '7. However the latch 294 normally is held in its Figure 7 position by engagement of a roller 362 on the arm 296 with a retainer 363 on a segment release'latch or retainer device 364 which is pivoted on a headless screw 365 threaded at 366 in the frame A. A

' link 361 is pivoted as at 308 to the shift key 82 and is pivoted at 309 to the segment release latch 304. As shown clearly in Figure 8, the resegment release latch 304 clockwise to the position shown in Figure 12. With the retainer 303 in this displaced position, the roller 332 can move downwardly, thereby enabling the spring 333 to rock the secondary release latch 294 to the position shown in Figure 12. This will displace the cam end 293 from its holding position in con tact with the roller 232 so as to permit the shift frame 283 to rock counterclockwise from its Figure 7 position to its Figure 12 position. The segment E will then descend by gravity, its weight being partially counter-balanced by a spring 3l3 connected between the shift frame vertical extension 23l and an adjustable anchor 3l4 pivoted as at 353 on a bracket 3l3. when the shiit lever 22 is released it will be returned to its normal position by a spring 82 Thesh'ifting of the segment E is cushioned by shock absorbers provided at each end of the segment and each comprising a pin 3!! having vided for returning the segment to its upper position. A resetting cam322 is keyed as at 323 to the cam shaft I69 so as to rotate therewith and to be slidable axially thereon. A spring 324 interposed between the mounting plate Ill and the resetting cam 322 yieldably urges the cam to a normal position shown in Figure 14 where-' in the cam is displaced axially out of the plane of a cam follower roller 325 mounted on the arm 237 on the secondary release latch 293. During normal typing operation the cam 322 rotates with the cam shaft I 69 but has no effect upon the roller 325.

For shifting the cam 322 into position for cooperation with the roller 325, a lever 323 pivoted as at 321 on a bracket 323 is equipped with a pin 329 extending into a groove 333 in the hub of the cam 322. The lever 326 is connected by a link 33! to the shift release lever 83.

In operation, when it is desired that the segment E be returned to its upper position, the shift reset lever 83 is rocked counterclockwise as viewed in Figure 12, causing it to pull on the link 33! and to rock the lever 326 clockwise as viewed in Figure 14. The pin 323 will then shift the cam 322 into the plane of the interponent roller 325 and when the cam shaft and cam 322 are rotated a lobe on the cam will-raise the roller 323, thereby rocking the interponent 254 counterclockwise from its Figure 12 position to its Figure 7 position. The cam'end 233 will force 333 of an abutment 333 on any key lever 6| when it is depressed. The device comprising the parts 52 and 332 is generally of V shape with the leg 332 normally extending diagonally across the paths of the abutment heels 333. When the key lever is shifted from the position shown in full lines in Figure 1 to the position shown in full lines in Figures 9 and 10, the abutment heel 333 engages the operating part 332 and rocks the blocking part 52 rearwardly from its normal forwardly offset position to the position shown in full lines. in Figures 9 and 10. The line lock plate 52 will then be disposed directly .under the toes 335 of the aligned key lever abutments 334 so as to prevent operative downward movement of the other key levers. This operation of the safety lock does not disturb the line Ilocklever .40 because the link 5! interposed between the line lock plate 52 and the line lock lever 40 has its front end connected to the line lock plate 52 by a one way drive connection including a part 336 of the link 5| and a slot 33! in the line lock plate. Thus rearward movement of the link 5| in response to operation of the line lock lever 40 will move the line lock plate 52' to its locking position but rearward movement of the line locking plate caused by depression of a key lever 3| will not move thelink 5 I.

The safety lock device prevents the operation of more than one key lever when the motor F is running and also prevents the depressing of more than one key lever when the motor is; shut off.

Thus damaging of the type bar mechanism is I avoided.

Tabulatinp mechanism As previously explained, tabulating movement of the carriage may be effected by operating the usual tabulating key, a portion of which is shown at 34 (see Figure 1), to lift the rack l2 out of mesh with the escapement pinion H. When the carriage is no longer restrained by the escapement mechanism, the motor F will drive the carriage through the cushioning fluid coupling G and gearing I. When the carriage is arrested by engagement of the set stop 32 with the tabulating finger 33, the cushioning efiect provided by the fluid coupling G will prevent harming the driving mechanism.

the roller 292 to the right as viewed in Figure 12 to rock the shift frame 233 back to-its normal position as shown in Figure "I. The spring 32' will then return the shift key 32 and the segmentrelease latch 304 to their normal positions with the retainer 3113 again disposed under the roller 302 on the secondary latch 234, the parts then all being set for the typing of small letters with the segment E supported in its upper position. The cam-urging spring 324 acts through the cam 322. lever 323, and link 33! to return the shift release lever 33 to its normal position.

Safety lock mechanism Ribbon spool drive The usual ribbon spool driving shaft 338 is.

Modificationshoum in Figure 23 r Figure 23 shows somewhat diagrammatically a modified arrangement in which the prime mover or motor F drives the carriage B in the return direction through a fluid coupling G, the motor being operated only during carriage return or back spacing operations, and the carriage being driven in the letter spacing direction by a spring barrel motor 343. The spring motor 343 may be or conventional construction including a 

